Car-framing.



J PEARSON.

CAR FRAMING,

APPLICATION FILED JULY 18, 1910.

Patented Dec. 5, 1911. Y

3 SHEETS-SHEET 1 J. PEARSDN."

GAR FRAMING. APPLICATION FILED JULY 18, 1910.

Patented Dec.5, 1911. i

s snEE r-smm" 21 I I cfo/ zn ni ea/rdom J.PEARSON.

GAR FRAMING.

APPLICATION FILED JU LY18, 1910.

- Patented Dec. 5, 1911.

3 SHEETS-SHEET 3.

i vertical transverse section showing a por- ,40

brachets 14, 14 forming integral parts of citizen of the United States, residing at hurrah srarns PATENT oFFIcE."

JQEN PEEJRSON, OF CHICAGO, ILLINOIS, ASSIGNEJR TO ITHE PULLMAN COMPANY, 01

QEI'CAGQ, ILLINOIS, A GORPQRATIQN OF ILLINOIS.

imrmme.

Specification of Letters Patent.

Patented Dec. 5. 1911.

Application nee July it, 1910. sci-m1 in. 572,585.

To all whom it may com-emu Be it known that I, Jenn Pearson, a

Chicago, in the county of'Cook and State of Illinois, have invented certain new and useful Improvements in Car- Framing, of which the following is a specification.

My invention pertains to improvements in the superstructure of railway cars and pertains more. particularly to the frammgot box freight cars, although the application of the invention is' not restricted to. such particular use.

One of the objects of the invention is the production of a training of this character which shall be simple in structure. econom1- cal to manufacture, and the parts of which may be assembled with facility and despatch.

Obviously, another object of the invention, is the provision of a car framing of this kind with adequate strength and rigidity.

In the accompanying drawings, which form a part of this specification, have illustratcdone desirable embodiment ot the invention and inv these drawings, Figure 1 is a. fragmentary perspective view of the metallic routing of the car body; Fig. 2 is a fragmentary central longitudinal vertical section through a car of this kind showing particularly the training wi h many parts omitted: Fig. I) is a cross-section through the frame; Fig. 4 is a fragmentary perspective detail oi the attachment of the side" posts to the side sill; Fig. 5 is an enlarged section showing the manner of securing the combined belt rail and grain strip to the side sill; Fig.6 is an enlarged fragmentary tion of the bolster. the side sill, and one of the vertical posts; and Fig. 7 is a fragmentary vertical longitudinal section through the end. portion of the car illustrating the manner of supporting the ends of the interf mediate sills by the end sill.

Referring to the drawings, it will be ap' parent that the car has body'bolsters 10, the ends 11 of which extend upwardly beyond the main portion of the bolster, the latter-- being equipped with flanges 12 extending iomplctely around the same. The channel center sills 13, 13 are supported on seats or the bolsters. At. each side of the car I employ an angle side sill 15 resting upon theside sills at riveted thereto at 20, as is shown upstanding portions 11 of the bolsters, and secured by rivets at 16 to the flanges -12 of the latter, the depending flanges of the side sills lying outside of and bearing directly against the ends of the bolsters. The angle intervals are a rtured or pierced. .at 17 for the accommot ation of tie lower ofl'set ends 18of the channel posts '19, some of which are vertically disposed while others are inclined as is clearly indicated. The webs of the lower ends 18 of these posts rest directly against the inner faces of the depending flanges of the side sills, being clearly in Fig. 6. At the top of the framing I provide two longitudinal .Z-bars arrangedwith their webs 22 disposed horizontally and with their outer and inner flanges 23 and 24 disposed vertically. The upper ends of the posts 19 are riveted to the depending flanges 23 of these Z-bars and to suit-ably gusset or brace plates '25 positioned between the posts and the flanges 23, as is clearly shown, for

example in Figs. 2 and 3.

At the corners of the car I provide uprigl'it. angle posts 26 riveted at 27 to the outer faces of the angle side sills 15 and to the outer faces of the upstanding flanges 28 of thb angle end sills 29, the horizontal inwardly extended flanges of which rest upon and are riveted to the end portions of the angle side sills, 'all as is clearly shown in Fig. 1, Art-their center portions these end Sills 29 are supported on the center-sills 13 by means of a Z-bar 2S) shown in Fig. 2. Atits top end each ofthese cornerposts is disposed outside of the flange 23 of the cor responding longitudinal bar and is riveted thereto at 30; The companion flange of the corner post is riveted at 31 to the downwardly extended flange 32 of an angle end carline or root support 33, the horizontal flange of which is beneath and riveted to thc web 22 of the longitudinal bar at 34.' This construction provides an unusually simple and rigid structure at this portion of the car frame. Any suitable form of intermediate car-lines 35, 35, may be employed, and although I have shown in the drawings a desirable form and style of the same, the invention is in no way restricted or limited to the character of such parts "of the traming. At the end of the. *ar the end sill 29 and theend carline 33 are connected together by suitable end posts 36, 36, which may be of any desirable form but in the present instance are angle-shaped in crosssection. l

The floor 37 is supported on intermediate wooden sills 38, 38, the ends of which are supported by the end sills by means of suitable brackets 39 riveted to the bottom faces of the horizontal flanges of the end sills and provided with suitable shelves or ledges for the ends of the intermediate sills whereby the latter are suitably held in place and properly supported. As is customary in cars of this kind, the same is provided with inner .and outer sheathing a part of which is shown in Fig. 2, and in order to supply a convenient means for the application of such sheathing and the ready discharge of grain which may leak between the sheathln I fasten by means of bolts 40 combine belt rails and grain strips 41 to the top inturned flanges of the side sills 15, the top faces 420i such grain strips being inwardly beveled for the obvious purpose of dischargin the grain to the interior of the car. The oor 37 may, if desired, be overlapped slightly b such grain strip as I have indicated in l ig. 5.' Much the same construction is employed at the ends of the car with the changes necessary owing to the differences in construction of the metal framing. Whereas I have herein shown other parts of the car construction they form no portion of the present invention and need no detailed description.

The bolster herein illustrated forms the\ subject matter of another co-pending application Serial Number 567,862, filed June 20, 1910.

The above should be sufficient for a full production, possesses great rigidity and is easily assembled.

I claim:

1. In a car body frame, the combination of an upright angle corner post, an angle end carline having one flange disposed ver- Itically and secured to one of the flanges of said corner post against its inner face and a ton Z-bar disposed longitudinally of the car and having its web arranged horizontally and riveted to the top of the companion flange of-said end carline, said top bar having a depending flange disposed inside of and fastened to the other flange of the corner angle post, substantially as described.

2. In a carbody frame, the combination of angle side sills each having one flange disposed horizontally and its companion flange depending vertically therefrom at its outer edge, an angle end sill having its horizontal flange resting at its ends upon and secured to the horizontal flanges of said side sills and having an upstanding vertical flange along its outer edge, and angle corner posts disposed outside of said sills and se-' cured to the vertical flan es of both the side and end sills, substantia 1y as described.

I JOHN PEARSON.

Witnesses:

Crane L. Rosnwooo, HENRY L. HUXLEY. 

